Speed-changing mechanism.



G. D. MUNSING.

SPEED CHANGING MECHANISM.

APPLICATION FILED sEPLII, I9 Iz.

Patented Aug. 31, 1915.

` COLUMBIA PLANDURAPH :0..WAsI-IINUTDN, n. c.

G. D. MUNSING.

SPEED CIHANGING MECHANISM. APPLICATION FILED SEPT. II. I9I2.

Patent-ed Aug. 31, 1915.

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COLUMBIA PLANOun/IIH coI.wAsI-IINa'roN. Dv I G. D. MUNSING.

SPEED CHANGING MECHANISM.

APPLICATION P11511 sEPT.11. 1912.

m1911161 Aug. 31, 1915.

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COLUMBIA PLANOGRAPH c0.,\VAsHlNGTDN. D. c.

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i En sTArEs PATENT oEEicE- GEORGE D. MUNSING, 0F NEW YORK, Y.,'ASSIGNOR TO GEORGE D. MUNSING- AND NEWYORK,`N. Y., COPARTNERS DOING'BUSINESS vCHARLES E. ING-ERSOLL, BOTH 0F .AS IVIUNSING AND INGERSOLL.

' 'SPEED-CHANGING MECHANISM'.

Specification of Letters Patent.

Patented Aug. ai, 1915.

Application filed Septemberpll, 1912. Serial No. 719,840.7

TOaZZ whom it may concern j erence being had to the accompanying draw-v ings, and to letters or vfigures of reference marked thereon, which form a part of this specification.

My invention relat and has for its object simple and eiiicient mechanism whereby a motor vehicle may be given'a number of different speeds, and each of these a horizontal section of one form of speed changing mechanism embodying my invention. IFig. 2 isan elevation, partly in section, showing meansw for shifting the clutch members for obtaining l different speeds. Fig. 3 is a transverse section, taken substantially on the line 3 3 of Figs. 1 and 2. Fig. 4 is a plan ling Plate E The engine of the motor vehicle is connected to shaft 1, which is provided atvitsV 8 for the engagement of a shifting fork, not.y for shifting the carrier axially ofY shown,

shaft 1.

' Within the sleeve 7, spaced therefrom andl secured thereto is a concentric sleeve.9 on the shaft 1, and carried in the annular space 10 between sleeves 7 and 49 is a coil spring 11, one end of which bears against a thrust bearing 12 located on shaft 1 between the ends of spring 11V and pinion 2, land the other end of the springvbearsagainst the end of' sleeve 7.' The spider or carrier 6 is alsov provided with an annular wall or iai'ige`13,

es to speed changing speeds may be vvaried orl reversed during the operation of the vehicle.`

Referring to the drawings, in which like partsare similarly designated-Figure 1 isl view of a shifting lever control) perpendicular theretofor purposes herein* Be it known thatl, GEORGE D. MUNSING,

after explained, and carries `one conical member 14 of a cone clutch. This conical member 14. is arranged to coperate with a stationary conical member 15 secured to the frame A of the speed changing mechanism.

The cone 14 is directed flange 16 which forms the compressing member of a friction clutch, which clutch consists of a set of annular plates 17 y having notches on their external periphery that engage ridges or keys 18 on the inner cylindrical face of the cone member 14] Coprovided with an inwardly operating with the plates 17 is a similar set i of friction plates 19 provided with notches' p periphery that engage ridges or keys y2() on the externalperiphery on their internal of an internal gear wheel 21, said internal gear wheel gearing with the planet wheelsS.

This internal gear the frictionY plates, and is arranged to cooperate with the flange 16. Betweenthese lianges the plates 17 and 19, are compressed and held. Extending from the internal gear wheel 21 is a flange 23, between which and the portion 13 of the spiderl orcarrier friction plates.

The' internal gear Wheel 21 is secured to aA l n wheel is also provided', with a flange 22, operates as an abutment for flangel v25a on the end of a shaft 25, which latter is in alinement with the driving shaft 1, the two shafts having one or more thrust bearingsplacedbetween them. i

The shaft 25 has'a reduced portion 26a that enters a socket in the end of the alined transmission shaft-26. Keyed onfshaft 25 is a pinion 127 having clutch teeth28. Slidable, but not rotatable, on the shaft 26 is aY clutch member 29, and adjacent the clutch member 29 on shaft26 is a loosedouble gear. wheel 30, 31, there being a groove betweenV the wheels 30 kand31'for thereception of flanges 32on the casing/or frame A and best illustrated in Fig. .2. These iianges prevent axial movement member 33, so that the .sliding clutchinem ber 29 may be axially moved into engagement with either28 Aor 33. f

Parallel to they shafts 25, 26 are counter y ofthe 'doubleA gear wheel.'l Secured to the face of gearBO is a. clutch `i34is a clutch member 43, slidable but not ing to shafts 34;,and135 lrespectively,oneon each side of said shafts 25, 26. Secured to or integral with shaft 34 isa pinion 36 that gears with 'the larger'garwheer 30 of the double gea"ivh`eel,"and on the shafti35 is /a gear wheel 37 that gears with the smaller gear wheel 31 of the double gear wheel.-

On the counter shaft 34 is loosely mounted` a gear wheel 38which-is provided with a clutch face 39, said gearwheel gearing with the pinion 27. A similar loose gear wheel 40 is on the counter shaft 35, and is also provided with clutch face 41. On counter shaft oftheshifting forks 45, 46 and 47, respec.

tively (Fig. 3) ,1 the structure of all three of which isy identical.

i, The .shifting forks are rigidly secured to rods 48, 49 and 50, respectively, slidable and having bearing in the top a of the casing A (Figs. 2 and 3), and each rod 48, 49 and 50 is provided at one end with a fork Zi. slida- A tively, and two of ble von the machined surface c of the casing. Across theends of rods 48, 49 and, 50 are concentric shafts 51, 52 and 53, provided with depending levers 54, 55 and 56, respecthe shafts.51 and4 53 are provided at one endwith. upwardly directed levers 57 and 58 respectively, and the shaft 52 'is providedwith a downwardly directed y lever 59.

rThe several levers 57, andl 59 are con nected respectively by rods, indicated at 60,.

Gland 62 (Fig. 4) to similar`v forks 63, 64,

65, having a pivot 66, (Fig. 2) lcommon tov all of them. These forks are mounted in a `lsector frame 67 that is located near the seat of the operator of the vehicle, and has a top plate 68 provided with a slot or opening 69 of a configuration such as shown in Fig. 4,- ythat is to say, there are parallel slots 69a and l69h, and a slot 69c 1n alinement with and opposite to 69e.

The operating lever 70` has a boss 71 at its lower endv provided with a perforation flared at both ends, as indicated in dotted lines at 72, Fig. 4. A pin 73 passes through the middle o f the boss and secures it to a pivot shaft 74. Secured to hand lever 70 above its pivot point 74, is a downwardly directed bracket 75 havinga short cylin- '56'0 drical end 7 6 arranged to lie in the forks 63,

64 and 65.. The lengthofthis cylindrical portion 76 is somewhat greater than thel distance between two forks, so that when the either side thereof, the portion 76 will `ment with-the lever, needs no alwaysengage two forks, andfone. ofthese forks will always be the fork 65 controlling the middle clutch 29. ..1

'Each side 'fork,'63 Vand 6 4 isprovided at its bottom. with a number of serrations (Z Fig. 2, and engaging the serrations of each fork is the up-turned end of a leaf spring e the object of'iwhich is to prevent the acci- `dental movement of forks 63 and 64.. The middle fork, 65, which is always in engage-v such spring. The operation will be as follows: yThe spider or carrier 6 is moved inthe direction of the arrow '(Fi'g. 1) by suitable or well known mechanism engaging grooves 8; that isfto say the clutch lever is moved from its neutral to clutching position. The spring 11 will cause the carrier 6 to move in the direction of the arrow (Fig. 1) thus carrying with it the c one member 14, causing flange -16 to compress the plates 17, 19, against the flange 22 of the internal gear wheel 21, thereby clutching said gear wheel 21, cone member 14 and spider 6 together` and preventing relative rotation of 21 and 6. If the clutching pressure is suiiicient to lock the parts together, the speed of shaft 1 will then be transmitted to the internal gear wheel 21, the shaft 25 to which said gear wheel is connected, and the pinion 27, so

that said pinion will rotate at the same *A speed as shaft 1. This pinion transmits its motion of rotation to the idle gear wheels 38 and 40 simultaneously,and the car is ready to start in the forward direction upon ma! nipulation of the lever 70 from its neutral position, shown in Figs. 2 and 4.f If the lever 70 .is rocked laterally on its pivot 73,

(its flared bore 72 permitting of this,) soas to be in alinement with slot 69h, Fig. 4, the cylindrical portion 76 of the lever will be shifted so as to .be in engagement with the forks 64 and 65. The lever is then shoved. forward in the slot 69". The two forks 64 and 65 are then moved forward,

operating rods 61 and 62 and levers 58 and 59 in opposite directions to rotate shafts 52 and 53 and thereby sliding rods 48 and 49 and clutch forks 45 and 46 to operate the clutch members 29 and 43 in opposite direc# tions. This causes clutch member 43 (Fig. 1) to engage 39, and the clutch member 29 to engage 33, whereby the lowest speed will be obtained from pinion 27, gear wheel 38, clutch member 43, gear wheel 36, gear wheel 30, clutch members 33 and 29 and shaft 26.

It is preferable, but not absolutely necessary that the clutch teeth 33 be slightly shorter than the clutch teeth 39 or 41, so that the clutches 43 and 44 will connect slightly in advance of clutches 29 and 33. If the lever 70 is now moved to the opposite side of the opening 69 in line with 69EL and 69c the cylindrical portion 7 6 will leaveY vclutch fork 64 and engage forks 63 and 65. If the lever is then shoved into slot 69a, clutch member 44 will operate simultaneously with clutch member 29, preferably arranged to come into engagement in advance of clutches 29 and 33. rl`his will give the intermediate or middle speed. By pulling lever 7 0 to the rear so as to enter slot 69, clutch member 29 will be operated to engage the clutch face 28 on pinion 27. The clutch 44, having substantially double the extent of movement of clutch 43, is moved from its neutral position both forward and backward in order to permit the movement of clutch 29 from its neutral position both forward and backward.

Any of the speeds mentioned are reduced by releasing more or less the pressure on the friction plates 17 and 19, in which case there will be relative rotation between pinion 2 and the internal gear wheel 21.

In order to reverse at any of the speeds mentioned, that is to say, at low speed, high speed or intermediate speed, the sleeve 7 (Fig. 1) is moved in a direction opposite to that indicated by the arrow, thereby releasing the friction plates and causing cone 14 to engage cone 15.

In order to permit movement of the planet wheel carrier 6, the faces of the internal gear wheel 21 and of the main driving pinion 22 are wider than the faces of the planet gear wheels 3, as will be clearly seen from an inspection of Fig. 1. The shafts 1, 26, 34, 35, and gear wheels 38 and 40 are provided with boxes for the reception of suitable roller bearings indi cated at T.

I claim- 1. A controlling device for change speed mechanism, comprising three bodily movable shifting elements, one of which is connected to a clutch member of the high gears, one to a clutch member of the low gears and one to a clutch member of the intermediate gears of the change speed mechanism, a rock shaft connected to each shifting element, a

lever on the rock shaft of the high gears projecting in one direction, a lever on each rock shaft of the other gears projecting in the opposite direction to the high gear lever, an operating lever pivoted to swing in two directions, and means operated by the latter to move the high speed lever in one direction and one of the other levers in the opposite direction simultaneously, for the purpose specified.

2. A controlling device for change speed mechanism, comprising three bodily mov able shifting elements, one of which is connected to a clutch member of the high gears, one to a clutch member of the low gears and one to a clutch member of the intermediate gears of the change speed mechanism, a rock shaft connected to each shifting element, a lever on the rock shaft of the high gears projecting in one direction, a lever on each rock shaft of the other gears, projecting in the opposite direction to and on each side of the high gear lever, an operating lever, pivoted to swing in two directions, and means operated by the latter to move the high speed lever in one direction and one of the other levers in the opposite direction simultaneously, for the purpose specified.

3. A controlling device for change speed mechanism, comprising three bodily movable shifting elements, one of which is connected to a clutch member of the high gears, one to a clutch member of the low gears, and one to a clutch member of the intermediate gears of thechange speed mechanism, a rock shaft connected to each shifting element, a lever on the rock shaft of thev high gears projecting in one direction, a lever on each rock shaft of the other gears projecting in the opposite direction to and on each side of the high gear lever, a pivoted fork connected to each of said levers, and an operating lever pivoted to swing in two directions at right angles and having-a lug adapted to simul-I taneously engage two of said Vforks whereby the high speed lever and one of the other levers may be swung simultaneously in opposite directions, for the purpose specified.

In testimony that I claim the foregoing as my invention 1 have signed my name in presence of the subscribing witnesses.

GEORGE D.y MUN SING. vWitnesses R. H. ALLEN, JAMES H. W'ESTCOTT.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents Washington, D. C. 

